Method and system of crossing-traffic control



July 1, 1930. v J. P. TARBOX 1,759,555

HETHOD AND SYSTEM OF CROSSING TRAFFIC CONTROL Filed May 29, 1924 7 Sheets-Sheet 1 July 1, 19328 I J. P. TARBOX METHQb AND SYSTEM OF CROSSING TRAFFIC CONTRQL Filed May 29, 1924 '7 Sheets-Sheet 2 INVENTOR July 1, 1930. J. P. TARBOX METHOD AND SYSTEM OF CROSSING TRAFFIC CONTROL Fild May 29, 1924 7 Sheets-Sheet 3 INVENTOR July 1, 1930. J. P. TARBOX METHOD AND SYSTEM OF-CROSSING TRAFFIC CO D ITROL Filed May 29, 1924 7 Sheets-Sheet 4 y 1930. J. P. TARBOX 1,769,555

METHOD A ND SYSTEM OF CROSSING TRAFFIC CONTROL Filed May 29, 1924 "r Sheets-Sheet 5' 'July 1, 1930. J. P. TARBOX IETHOD AND SYSTEM OF CROSSINGT RiAFPIC CONTROL Filed May 29, 1924 7 Shets-Sheet 6 I IN VEN TOR v July 1, 1930:,

J. P. TARBOX METHOD AND SYSTEM OF CROSSING'TRAFFIC CONTROL 7 Sheets-Sheet 7 Filed May 29. 1924 INVENTOR Patented July' 1, 1930 Joan r. zeannox or NEW YORK, n. Y.

nn'rnon m. sxsrnu or cnossme-rnarrro common Application filed my 29 My invention relates to crossing traflic control systems of the order of those employed for controllin street crossing traflic in cities,

towns and vi ages-,-but more particularly of the order of those used for controlling th heavy traflic' of. large cities.

An oiitstanding defect in most, if not all,

traflic control systems is the fact that traffic from: one ap' roach. or from one direction is held up durmg'the entire period during lages, but in the larger cities, especially incrossmg from another approach or direction. Always such delays are expensive, even 111 the moderate .traflic of small towns and vilthe largest, asin New York the holding up of the large v umes of traflic is enormously expensive. The remedy of this defect is the central aim of my invention. Surrounding aims are the institution and preservation of an orderly process of traflic over the crossing,

- the full control of the rate of speed and volume of traflic, a'secondary controloverspacingand speeding ofv carsbetween crossings,

the minimizing of trafiic blocks at the crossing, the'placementof each crossing upon an operating-basis correspondin to its own peculiar c9nditions,the contro mg of the rela-' tive proportions-of mainand cross *traflic on principal' highways, the establishment of full co-ordinationbetween traflic signals and -.traflic lines, the providing for the orderly and safe crossing of vpedestrians, vand the placement/it'll thehan'ds of the traflic oflicers of a positive control over every approaching and passing vehicle. There are yet many other aims of a major and minor nature.

a The central aim of the invention is accomplished by the projecting upon the pavement from an elevated point above the central area of the crossing, of a turntable of light, and providing means under the control of the traflic oflicer to control the speed of rotation of the turntable so projected. This in and of itself solves the problems of expensive waiting and good order. According to the method of the invention, a car or cars in any approach to the crossing are required to enter empty pockets of the turntable only and to remain in them while passing over 1924. Serial no. view.-

the crossing area. The trafiic is thus divided into .ranks and files as it enters thecrossing area and that order is preserved while it passes over the crossing area. The fixing of the number and sizes of-the pockets outlined on the pavement determines the depth and ,linedgoverns both the speed and the volume -of the traflic. which traific is permitted to move over the The surrounding aims of the invention are accomplished-thin the variable projection transversely of the approaches 0 lines of spacing of the ranks and files, and the control ,of the speed of rotation of the turntable outlight upon the pavement defining at one and the same time the limits of approach of. vehicular traflic and the paths of pedestrian traflic transversely of the crossing. ,Co-ordinated with the roj ection of these lines are open traflic signa s so arranged that each approach-and exit of the crossin is under the individual control of the tra c oflicer. 'In furtherance ofthe method of the invention, the'volume of traflic may'also be varied by selectively varying the approaches from which the ranks and files are filled, and by varying the character of certain of the pockets'of the turntable and assignment of pockets of different character to difierent kinds of traffic, the relative proportionof each class of trafiic may be regulated. Stated from another viewpoint, the proportions of each kind of traflic are determined by ap ortion- V ing the area of the crossing surface etween.

a the different kinds of trafiic and progressively rotating the area so apportioned or assigned. 'By these and other features of the method and apparatus of my invention not onlythe central aim but each and all of the surrounding aims are attained. Moreover, there results a number of very important incidental advantages as will be more appreciated after the invention is fully disclosed.

Referring to the drawings:

Fig. 1 isa general perspectiveview of a crossing at which the system of my invention has been installed,

Fig. 2 is a vertical sectional elevation of a Y turntable projecting apparatus and associated trafiic signals,

elaborate turntable and associated s stem of trafiic signals suitable especially or widestreets and main thorofares, Fig. 7 is a perspective of the traflic ofiicers I control switch board of the enlarged system section being taken on line 8-8 of tioncircuits, and

of Fig. 6,

Fig. 8 is a sectional vertical elevation of a turntable apparatus and associated signals applying to. a large system of -6, the

F ig.;9 is a plan view with portions of the cazing broken away of this'enlarged' appara us,

Fig. 10 is a diagram of electrical connec. tions pertaining thereto, which diagram discloses in diagram form still another form of turntable apparatus,

Figs. 11 to 14,- inclusive, are vertical elevations of various proposed designs of turntable apparatus and traflic signal supports fidapted to meet the various crossing cond i ons, 7 Fig. is a diagram showing central sta- Figs. 16 and 17 are cross section and contact detail views of a .centralstation'timing device.

Referring to Fig. 1, these is shown prm jected upon the pavement or other, surface of the crossing a turntable. of light comprised of aninner cir cle 10 of determinate diameter and a plurality of equally spaced radial lines or bars of light 11 constituting the arms of the turntable. The diameter'of the inner circle 10 is such as to insure a'proper turning radius for cars turning at the center of the crossing. The diameter of the turntable at large, as defined by the path of movement; of the. outer extremities of its arms 11, :is

such that its1ci1cumference, so tospeak, is

tangent to the street corners 12.

This turntable of H ht 'is projected by .1.

apparatus 12 carried uponthe upper end of an ornamental column or other support 13 above the central area of the crossing. Re-

- 61 ferring to F igs. 2 to 4, it will be seen that this-apparatuscomprises a turntable pattern 14 formed of sheet metal, or of any other ma .terial, axially rotatable about the top of thecolumn 13 'pn ball'bearings-15n An electric.

motor 16 fixed to 'theto'pof/ the column constitutes the means of rotation; Surmounting the column and supported from its top on up rights17 is a. casing 18 of conical or other desired shape, the-lower end of which encompasses the pattern It but is slightly spaced away from it to leavean annular aptlltrheostat and the contr and emergency .signal 24. Each of thesesignals is of different character, for example, 22 may be a white light indicating north and south tr-afiic, 23 a greenlight indicating east and west trafiic, and 24ared emergency light as commonl found in systems in present use in New Yor city and at other oints.

The turntable apparatus an signals are connected as shown in Fig. 5 with a source of power. A rheostat 25 is provided for varying the speed of driving motor 16 of the turntable and switches 26, 27, 28 and 29, respectiyely, to control the turntable lain [20 and the trafiic signal lamps 22, 23 and respectively. The circuits of these lampsy-are all alike. A typical one, such as that-through the lamp 22. emanates from the power mains at the top of the figure, passes through switch 27 through the lamp 22 itself and back to the mains by the common conductor shown at the left. 1 The circuit ofmotor'16 emanates from the power mains, passes through the rheostat 2 5, throughthe motor itself and back to the power mains by the same common conductor which completes the la p circuits.- The (i; switches 26'to 29 are all located in the trafiic ofiicers booth. As

shown in Fig. 1, this booth, designated 30, is

preferably located on one ofthe street corners andelevated above the plane of the traffic so that the ofiice'r has a range of-vision covering not only the wholeof the crossing area but also the lengthofeach approach to the cross ing area. 3

Assuming now thatthe turntable lamp 20 and the open traflic signals 22. and 23 have all been lit by 'the'closure of appropriate switches and that the motor is started by proper operation of rheostat 25, and that the rotation" of turntable 14 is counter-clockwise viewed in lan, the operation is most simply understood and appreciated. a

As they enter the vehicles are organized by.

the turntable into rank and file order of determinate spacing andthat order and spaclng are unfailingly preserved during the entire time the vehicles are traveling over the area of the crossing. Thus nov matter whether vehicles are going straight thru, north or south,

east or west, or turning right or left, or completely about, there is no confusion, small likelihood indeed of collisions, and no blocking whatever due to turnin Nor is there blocking of tra c,by slow ,vehv

cles since the traffic ofiicerobserving the slow of cross trafiic.

vehicle about to enter the-turntable merelyv slows up his motor until it, is over-the crossing. Pedestrians desiring to cross in the process of traflic have only to watch for an empty'pocket when they can cross the avenue as it passes. a Clearly with such a system in operation all lengthy waits at crossings are eliminated,- it being necessary for a vehicle to wait only for an empty pocket. With the turntable re-' volving at a good rate, ordinarily there will be no waiting at all and the waiting under crowded traffic conditions will be but momentary. Thus is the average speed of traflic increased markedly above the.average speed now pertaining to the alternate stop and go systems in common use, and the central aim of my invention is realized. Certain auxiliary advantages also result" notably the indirect regulation of traific in the bodyof the avenue between crossings. This result comes about by reason of the positive control of the speed of the trafiic at the crossing. Assuming installation of such a 7 ing between crossings.

system as this at each of several successive crossings and a discharge of vehicles from the turntables at a given rate of speed, there 1s decidedly less likelihood of dangerous speed- Moreover, there is a strong tendency to preserve between vehicles the spacing established at the crossing.

Still further, the volume of trafiic between crossings bears a direct ratio to the speed of the crossing turntables and is under the'pos1- tive control of the traflic oflicer. This method of inter-crossing speed, spacing and-volume control is also a part of my invention. Pedestrians, when traflic is light, may cross freely by crossing at the time an empty pocket approaches their path of crossing.

Their safety, .so long as "they are opposite an empty pocket, is assured. In light tra'flic the rate of speed of the turntable need bebut relatively small and such a passage of pedestrians most easy toefi'ect. In cases of heavy traflic, however, the traflio ofiicer can extinguish at will the signal 22 or 23 pertaining to any given approach and exit and thereby stop the vehicular trailic forvsuch period of time as will permit pedestrians to pass.

The approaches are at all times under the control of the signals 22, 23 and 24. In case of railway traflic the ofiicer may use these signals just as are used the stop and go signals in common use. the extinguishing of the green light, for example, stopping traffic east and west, and the. extinguishing of the White light for example, stopping trafiic north and'south, The extinguishing of both the traific signals 22 and 23 and the lighting of the emergency signal 24, stops all traffic andindicates that traflic should seek the curb until the emergency, such for example as the passage of a fire engine, has been passed.

It will by now have been objected that the turntable of light is visible only by night and that vehicles would have difficulty in entering the turntable at speed. According ible both by day and by night. Of such a character is yellow or gold light and in some cases red light. Yellow or gold light I have discovered is especially brilliant and well defined when cast upon a concrete or asphalt pavement, even in bright sunshine. I have accordingly made this a feature of my in vention. There are yet other lights which fulfill these requirements but which do not form a part of thepresent invention.

Entry to the turntable is accomplished thru another important feature of my in vention. The diameter of the inner circle 10 of the turntable is made such that it forces entering vehicles toward the corners of the crossing in order that they may be properly accommodated within the pocket. Because, turned in this direction, vehicles make a tangential entry, they enter with the traflic instead of across it. Even starting from a full stop all present day motors can be accelerated to twelve or fifteen miles an hour withina few feet and a chauffeur observing an empty pocket starts his car moving before the pocket actually reaches him and commences his entry as the front line of light of the pocket reaches his front wheels.

This is thesimplest form of my invention. It is capable of many embodiments and I shall describe one of the more complete embodiments, the more especially adapted for the heavier city traffic. This embodiment is intended to govern heavy traific as 'dia grammed in Fig. 6, applied to a large crossing. A turntable is in this case composed of eight radial bars 11. an inner circle 10, an intermediate circle 31 and an outer circle 32. Thus there are formed pockets for SlX- teen cars at one time, the intermediate circle 31 defining the line between an outer car and an inner ear in a given pocket. From a standpoint of organization into ranks and files the turntable is designed to organize the traflic at its full capacity into eight ranks Cars are shown in various positions of entering, passing ,thru, turning and leaving, and in the westerly exit there is shown a block, which will be treated when the operation of the apparatus is disclosed.

The turntable apparatus for projecting this enlarged turntable is shown in Figs. 8

and 9. As in case of the simple apparatus the transparency pattern 14 is revolved by an electric motor 16 about the axisof the column 13. It is housed within and forms the bottom of the fixed casing 18. The casing 18, however, is carried by a fixed central support 33.

Instead bf being fixed within the casing, however, the light source in this embodiment is fixed to and revolves with the transparency pattern 14. Moreover, the light source is not single as in caseof the source 20 but is multiple and comprises lamps of different characters. There are two annularly arranged serie of reflectors, an inner one 34 and an outer one 35. Each reflector is arranged to cast a beam of such thickness that it covers the is, within reflector 34 is a source 36, which together with its reflector 34 produces a beam of one color while within the other 35 is a, source 37 which together with its reflector produces a beam 'of another color. So, for example, the inner source 36 .may produce a gold or yellow beam and the outer source 37 ,mayproduce a red beam. Thus, for example,

it is well known that the gold reflector will reflect yellow rays, that the reflectors shrouded with certain colors of glass will reflect light of the color of the glass used.

The space beneath the reflectors is divided into chambers by radial partitions 38 (Fig. 9) which preclude light from one chamber entering the adjacent ones. The light sources 36 and 37 are located on a medial linebetween the partitions so that their annular dispersion of light is symmetrical. Moreover, the sources being localized on these medial lines, the slots 11 of the transparency pattern defining adjacent'radial arms of the turntable are drawn in each chamber near togetherin order to compromise unequal divergence and equalize the spacing of the turntable arms as projected on the pavement. As shown the partitions 38 are so located that radiation from one light chamber illuminates onewhole pocket and parts of adjacent pockets, but obviously the disposition of these pockets, the number of them, the number of the light sources, and the disposition of the slots 11' defining the radial beams of light' may be changed at will to limit the illumination from each light source to 'a single pocket or to a plural number of whole pockets.

. The outer casing 18 is horizontally of octagonal section and appears clearly in Fig. 9. Across each'branch of the octagon outside of the outermost circle 32 of the turntable-pattern, it carries a series of perimetrally dis- --posed light sources 39 within reflectors 40 adapted each to cast a beam of light thru a co-extensive aperture 41 in the caslng. This beam of light is directed to the pavement beyond the circle of revolution of the turntable a suflicient distance to form a line of light 42 '(see Fig. '6). There are eight such light sources. I i

At each of four equidistant points on'the Instead of being of the usual type, however,

visible alwaysthru 360, these signals are multi pled, being composed of a number of parts corresponding to the number of approaches to the crossing. Thus each signal 22 and signal 23 is composed of four parts, each of which containsits own light source 46 and each of which is visible only from the approach to which itpertains. The arrange- I ment of the casings and the bulls eyes of these signals resembles that commonly found in railway signals, but in railway signals there is usually but one light source whereas in this case there are separate light sources. The emergency signal 24 is visible thru 360.

This apparatus is controlled from the traflic oflicers box 30 over the system of circuits shown in Fig. 10. The motor 16, as before, is controlled by a rheostat 25. The circuit emanates from a switch 134, passes through rheostat 25, through the motor itself and then back by the common conductors associated with the switches N, S, E, W, which will presently be described. But there are- ;three distinct sets of switches controlling the turntable and trafiic signal lamps, respectively. There are three switches in the first or lower set, one numbered 26 controlling the light sources 37, another 47 controlling the associated light sources .36, both of the turntable, anda third switch 48 controlling an individual'oneof the lightsources 37. This control is from the common conductor of switches N, S, E, W, by way of'switch 48 for example, lamp 37 through the common conductor of the'l'amps at the center of their arrangement outwardly to the circumscribing conductor at the left and thence back to the -mains by way of switch 134. The light sources 36 and 37 are of different quality as for example, one white and the other red. In other words, they correspond in quality to the as H quality of the light sources described in connection with Figs. 8 and 9 and Fig. 6.

This leads me to say that the turntable shown in-this diagram illustrates still a third modification of the turntable form. The

sources 36 and 37'instead of being substant-ially point sources are constituted line sources by embodiment in tubular lampsinstead of spherical lamps. So embodied, in-

stead of locating them on the medial lines of v chambers, such-as are shown in Figs. 8 and 9,

they may be located radially.- of the turntable pattern itself and in their arrangement actually constitutethat pattern. In such fashion that if appropriate reflectors are used the turntable does not need to take the form of a transparency but becomes instead a radial arrangement of tubular light sources. But the arrangement of the circuits is the same inany case, and the separate control of sources 36 and 37, as indicated in Fig. 10, is intended to be illustrative of that pertaining to each modification. By illuminating the light sources 36 in lieu. of the adj acent-light sources 37, one or more pockets may be given a distinctive color or configuration orotherwise differentiated in quality from other ockets, to indicate clearly for traflic of 'a different direction just as described for example in Figs. 6, 8 and 9. Only one of the sources 36 is shown but it is to be understood that they ing a portion of the light in a portion of the.

turntable.

The second or middle group of switches I have designated generally NS indicating that they pertain to the signal governing north and south traflic designated generally 22. The component parts of signal 22 I designate WN, WE, W W, WS, the first letter W in each case designating the white character of the signal and the last letter designating the direction of the approach which it controls,

. north, east, south or west as the case may be.

In the group NS I have designated respectively by letters N, S, E, W, respectively, the switches controlling the, respective parts of signal 22 according to the direction to which they pertain. The circuits are simple and can be easily followed. Suflice it but tosay, that when in the position shown the circuits of the entire-multiple signal 22 are closed and the signal illuminated, while open they are moved to the opposite. positions the circuits are opened and the signals extinguished. A typical circuit is that of the lamp W-W' which extends from power main 154 through common switch conductor 155 through switch W through branch 156 to lamp WW to common conductor 157 of the group and thenceby branch 158 to common conductor 152 and branch 153 extending through switch 134 to the opposite main 159.

The third or upper group of switches I have designated EVV indicatingthat this, group controls east and west trafiic. The number and arrangement of the switches and their designation corresponds to that described for the group NS. They control thecomponent correspondingly designated parts of the multiple east and west traflic control signal'23,

except with sociated with the rheostat arm 25 is an index I 53 indicating the speed of the turntable in.

not shown,

connection with north and sout signal 22 are designated GN, GW, GS, GE, the letter G indicating the green color of that signal. A typical circuit of the lamp GW is provided with numerals similar to those used in connection with the lamp WW of the group 22. Identical numerals are applied.

Associated with each switch of these groups NS and EW is an emergency signal control switch 29 arranged thru series circuit 49 emanating from the right of switches 29 to close the circuit of emergency signal 24 when switches 29 are simultaneously operated. A separate control switch 50v for this circuit is connected in multiple to switches 29 through conductor 160. ,The circuitis from the mam the parts of which following the lan-usedin 154 through any one of the switches named 29 i or 50 through conductor 49. or 160 as the case may be by the continuation of the conductor 49 to the signal lamp 24 and signal horn 24 and thence by branch conductor 163 to the common conductor 152, extension 153 and the opposite main 159. K

Moreover, each of the switches EW and NS embodies a reciprocable member 52 co-extensive with the switches and associating them together-for simultaneous operatlon thru a slotted connection with the switch arms. The

slots are of such an extent that when the member 52 is in its middle position the walls of the slots do ual-movement of the switches as may be desired.

The control apparatus of these several groups of switches and rheostat 25' may be embodied practically in the form shown in Fig. 7. The

reference to'a few points; As-

miles per. hour of vehicular travel correspondin to rheostat adjustments. Operating kno s 54 for the members 52 are provided adjacent each other so that bothof them may be grasped by one and the same hand for simultaneous operation of both groups of switches, should thatbe desired. The designation of the groups is marked upon the side of the casing containing the switches in each case. The individual switches of the groups are located sufiiciently close to each other to enable them to be op erated individually by the respective fingers of one hand, or to be operated in groups by llustration is self-explanatory not interfere, with the individizo group movements of the fingers. The operatinglevers of the emergency switches 29 are in this embodiment. a

being disposed within'thecasings Switches 26, 47 and 48 are not shown; in

this embodimentbut may be placed on the same operating base, shouldit be so desired, as may/be indeed all others required for the operation of thesystem. Sucha control organization places every control within easy reach and manipulation.

Reverting now to Fig. 10, it will be noted that the'switches of the cups EW and NS not only control the tra c si als, but also controlthe lamps 39 which de e the lines of traflic 42 across the approaches to the exits from the crossing. In their forward posi-.

.tions illustrated, each of the switches controls a part of the associated traflic signal of the group to which it belongs. In its rearward position each of the switches opens its traflic signal circuit and closes, or partially closes, the circuit of an associated one of the lamps 39. In technical parlance the trafiic si als and the a roach control si als are by these means iiiterlocked. gn

Y Specifically speaking, switches E of groups EW and NS control over circuit 55 that one of lamps 39 designated AE (m'eaning the approach on the east), switches W control. over circuit'56' a similar circuit of that one of lam s 39 designated AW, and the switches of the grou switches N, S,

its potential from power main 154 by and W of group EW control the circuit 57 of the exit control lamps EE (meaning exit east andEWr' Similarly, the switc es N- and S of the groups EW and NS control over circuits 58 and 59 respectivel the circuits of approach control. lamps and AS, while four NS together control the series circuit 60 0 exit control lamps EN and ES The circuits 555658 and 59 emanate from common conductor 150' which derives wa of emergency switches 129. Each such cir cult is interlocked as between switch groups I EW and NS by being subjected to a control parallel.

at back contacts 161 of corresponding sw1tches in each of the two groups so that it is closed only when corresponding switches are thrown. Each of the circuits 57 and r emanates also from common'conductor 150..

It e'xtends'in seriesthrough normally open contacts 162 of the switches of its oup only. The circuits of all the lamps 39 o the group AN, EW, etc., are connected commonly to conductor 152 through which connection is made by branch 153 to main 159. The circuits are completed through switches 29 in So organized the invention may be ap lied to the control of extremely heavy tra c as illustrated in Fig. 6. The positions of the switches indicated in Fi 7 are those which will bring about the defining of traflic lines outlined in Fig. 6. The motor control arm 25 is set to regulate the rate of movement of the turntable and resultingly thev rate of speed of the vehicles on the crossi-n at fourteen 14) miles per hour. As indicated by dott lines, two pockets have been given that special character reserving them and that portion of the crossing area which they represent for east and west or crosstown traflic. It may be assumed that the dotted line bars of light are red, or of some special shape, while the'full line bars of light are yellow, gold, or of some other special shape indicating their character as pertaining to the accommodation of north and south traflic. These relations may be changed at will by operating switch 47 or duplicates thereof controlling the special light sources 36. Of the group of switches EW the switch W only is forward, illuminating that part of the east and west trafiic signal 23 designated GW. (Three parts are extinguished.) Therefore, only traflic coming from the'westerly approach enters the special pockets 61 provided for east and west traliic. 'ther blocking of the westerly exit EW which has been observed by the traffic oflicer. Moreover, having permitted this block to extend This precludes fun into the turntable area and across the northerly approach AN, the oflicer has stopped the entry of traflic from this approach by throwthe group N and S are all forward, retaining closed the-circuits of the corresponding parts of the north and south traffic signal 22 which they control. Thus trafiic from eachof the otherthree approaches, west, south and east approaches, is apprised that the north and 'ing-oif switch N of'NS. Not only has this south. line of traflic is opened to them. N o

other lines 42 are laid down at this time because the remaining approaches and exits are all open for traflic. However, pedestrians noting an open pocket may cross from curb to island and the reverse by passing along with it. in the pocket is not going to turn out at a given exit they may cross alongside ofthe vehicle. A pedestrian may pass beside it providing the approaching vehicles do not obstruct'his pathway. Three parts of the east and west trafl'iccontrol signal 23 are dark. If now the fourth GW be made dark,

with WW- not only would there be laid down a .line 42 guarding the westerly approach AW, but corresponding lines would be laid down covering the easterly and westerly exits. Y

The'traflic oificer can vary these signals and associated lines of traflic at will to suit the varying traflic conditions. Should he desire east and west traflic alone, the forefingers of one hand'can be used simultaneously to Indeed, if they observe that vehicle throw both of the switches of group N and S 01f. Or, he may use the associated operating lmob 54 for this purpose. In a similar manner he can eliminate east and west traflic, and

again re-establish north and south traffic by merely, operating one knob 54 in one direction and the other in the opposite direction. Should he stop all traflic y throwing both .knobs 54 into the off position, drawing them both toward him with one hand, he will not only stop all traffic but thru series circuit 49 illuminate the generally visible emergenc signal 34 and sound the emergency horn 34 Simultaneously all other signals and traffic lines are withdrawn due to the opening of the circuits at switches 29. Pedestrians seeing the emergency signal and hearing the horn should not cross and all trafiic Within th crossing area should clear out.

The general rules of traffic applying inthe system so elaborated should be substantially as follows:

(a) Cars turning to the right must keep near the curb and pocket. 7 j (6) Cars turning may enter any open to the left must enter either pockets exclusively devotedto the direction of the left turn or the mouth of an otherwi'seopen pocket pertaining to any direction of traffic. This simple rule obviates absolutely blanketing'of the inside cars on left turns.

' Islands midwayi between'curbings and lines 42 combining with the outer circle-of the turntable to define zones 'for pedestrian" traffic may likewise be used in connection I with thesimple installation of Fig. 1, as indicated generally in Fig.1. To' produce this result, it is but necessary to add. the apparatus 40 of Figs. 2 to 5, the island-and zone lamps 40 similar to those used'in Fig.9 with appropriate circuits.

In Fig. 15 I show a modification of the circuits of Fig. 10 in which the s stem of my invention is interlocked with t e system ofthe halt and go .type, sothat a number of the crossing.- installations in times ofxextremely heavy trafiic, "such as may not b'e devised as a part of my invention for suchacentral control stat-ion, 68 1s a chronometer of any standard circuitsclo'sin'g'or circuit con-' 1 taken care of by the turntable, may be connected together and operated as one by the I halt'and d method; This. is simply accomplished bywntei'polating relays 64, controllable'from a central station, CG which relays remove the local control of the signals 22, 23 and 24 and render the signals subject to distant control over the circuits'66', 67 so that a number of successive signals in a given .avenue of traflic may be controlled together from a central point at will. I I

- Fig. 15 shows the apparatus which I have trolling make; In this case it"is illustrated as closing andopening f rom mains154 l59 at regular intervals periodically the circuit of the stepping relay 69 of the traflic signal timing device 70. This'device comprises a fixed disc 71 graduated in minutes and fractions of minutes up to 8 (byway of illustration). Movable in planes parallel to this disc about concentric'axes are four contact arms. One of these 72 is fixed to shaft 73 which carries ratchet 74 actuated by pawl,75 of the stepping relay 69. At starting, arm 72 rests agalnst a counter-clockwise stop 76, and it is moved step bystep, the steps corresponding fractions of minutes from this stop clockwise when relay 69 is operated by the chronometer 68. Arm 77 is frictionally or otherwise engaged witharm; 72 or its shaft 73 to be adjustable manually with' respect to" arm 72 but when released arran ed to be carried step by step along with arm 72. Arms 78 and 79, however, are adjustable about fixed support 80 and frictionally associated with that su port and each other so that while angular y adjustable they remain fixed with connected'to signal circuit 67 88 connected by conductor 89 in the circuit of. stepping relay 85. Arm 77 carries a similar contact 90 connected by conductor with a relay .101, the function of which is to flash the signals thru a connection of arm 82 of the signal controlling switch 81 by conductor 102 and its alternate contacts 103 to the mains either directly thruconductor 104 or indirectly thru flashing commutator 105. Arm 78 carries a contact 106 insulated from its body and connected by conductor 107 with the contacts of the series 83. Arm 79 carries a contact 108 similar to 106 but connected in this case by conductor 109 with. the series 84 of the signal controlling switch;

trolling steppin magnet 85 control the re lease magnet 11 of the timing device 70. This release magnet simultaneousl .withdraws both the steppin pawl 75 and t e hold ing pawl 76. A wcig t 112 may then draw both arms 72 and 77 back to normal position against stop 76. In this position projection 113 on arm 72 engages and opens contacts lock up over a circuit generally denominated 115.

- ing of devices and circuits, in Fig. 16 I show.

114 thru-which each o'fmagnets 85, 101 and Arm 72 and contacts 88 in addition to con- While Fig. 15 is diagrammatic in the show- I.

by a transverse section how the arms 72, 77,

78 and 79 and their. contacts may be associated together; without interference and movement thru substantially the 360 of the timing dial secured. All of the arms and contacts are mounted within a circular casing 116. Arm 72 is given the form of a knob and with arm 77,which it carried frictional 1y, is supported from an elongated bearing 117 'in the body of the casing proper at the back. Arms 78 and 79, however, are'indeendently and frictionally supported in a hearing 118 formed by a ferrule carried in the central opening of the dial 71 itself. 7 The arms communicate by concentric thimbles respectively with insulating discs 119 of similar form which discs support concentrically metal rings 120 which in turn carry the respective contacts 88, 80, 106 and 108. These contacts may indeed be finger-like extensions from rings 120. The ends-of the contacts are respectively shaped as indicated in Fig. 17 so that 80 and 88 may pass freely back and forth over the ends of 106 and 108. Connection is made with this group of contacts bybrushes 121 which bear respectively on rings 120,

which are insulated from each other, carried by a cross bar 76in the central vertical plane of-the axis, and which are respectively connected with the circuits 89, 100, 107 and 109. The brushes are on the near side of bar 76.

while the contacts of the group to which they pertain are'on the far side. Thus any or all of the contacts may be rotated clockwise away frombar 7 6 thru substantially 360 until they come into engagement with the several brushes 121. So bar 76 constitutes a stop such as illustrated diagrammatically in Fig.

15, definin the normal position of arms72 and 77.. ontacts 114 are carried by casing 116andare opened bya pin stop 122 carried on that disc 119 associated with contact 88 andarm or knob 7 2.

Reverting again to Fig. 15, it will be seen that thechronometer 68 also drives a recording device 123 which may carry in the usual coursea sheet of recording material on its face laid off into 12 divisions corresponding to the hours of the'day as is usual in time recorders.

Within the twelve circumferential divis on's into hours of the day,-the record carries -a pluralit o E annular divisions into minutesaccordlng to the number of minutes represented on the dial 70 with which-it is associated. Thus from zero minutes at or near the center of the sheet there are serially arranged eight annular divisions in the illustration taken. Playing over the face of this record sheet are two recording pens 123,-

124, the one connected by cord 125 with that disc 119,0n which contact 108 is mounted and the other connected by cord 126 with that disc 119 upon which contact 106 is mounted. Pens 123, 124, being drawn toward zero position by suitable springs, will be seen that with thru double pole switch Afand double pole double throw switch B, both located at the control station of Fig. 15, unto the signal mains 66, 67 which extend to the local stations in parallel. The switch A serves merely to open the signal lines. The switch B serves not only to open them but to connect them commonly when opened to the same side of thersource of power, well say the positive side. When the signal lines are disconnect ed at switch A, however, they may be independently and separately connected to the source of power by a single ole double throw switch A which is norma ly open and arranged to connect with the source of power back of the control station switch S.

In the local stations thru which the control line 66, 67 pass, as diagrammatically shown in Fig. 14, these signal lines connect directly thru a local control double pole switch C with the localcut in and cut out 'relays 64, previously mentioned. The opposite side of these relays connect with the common conductor 163 and by way of conductors 152 and 153 to main 159. Relay 64 carries a bank of four contact pairs 127 normally opened as indicated but closed when the relay is energized to close the circuits of the several lamps of the signal 22 to the source of power in parallel to circuits 156 but independently of the local traiiic ofl'icers con.- trol switches EW and NS. Relay 65 carries a similarly arranged and operated group of contacts 128 to connect the lamps of signal 23 to thesource of power. Connection to the source of power in eachcase is made by way of common conductor 129 which extendsthru the normally closed contact 130 of a relay 131 to conductor 132 which can be traced to the source of power thru a switch 133 associated withthe switch 134 which is the'main switch of the local station. V

The circuit of relay 131 is jointly con-- trolled by relays 64; and 65 thru contacts 134 and 135 in such-manner that relay 131 is energized when relays 64 and 65 are pulled up at the same time. In such case contact 130,

thru which the lamp circuits of signals 22.

and 23 are connected to the source of power, is openedand normally opened contact 136 is closed connecting signal 24 to the source of power.

Normally connected between the signal line 66', 67 and common conductor 152 are three p lot lamps, the one as indicating the operation of north and south traflic. signals, an-

- other ew indicating the operation'of east hour to have arrived, the officer at the central station in order to undertake control of the series of stations at his command proceeds as follows. First, he sets arms 78, 79

5 may not be drawn frictionally and 77 in accordance with the number of minutes he desires to allot, north and south, east and west and warning signals, at the particular hour. In setting these arms, arm 72 1s held-by hand against the stop 76 so that it out of posit1on when arm 77 is set. Next the motor which drives commutator 105 is started, the this motor may be connected directly across the mains and started when power is put across the mains later. Thirdly, switches A and B opened during local control are closed to connect the signal lines 66, 67 to the signal control mechanisms. Fourthly, the switch S throwing on the power is closed.

Placing power on the mains places power by way of conductor 104, contact 103, conductor 102' on the arm 82 of the signal switch and thru it on'conductor 66 connecting with signal main 66'. Thislights up pilot lamps as in each of the several local stations and immediately apprises the oflicers at the local stations that the time for central control has arrived and that the central oflice is operating its control. The local oflicer may or may not at the moment'be ready to shift from local to central control due to local-trafl'ic conditions which he alone is in a position to observe, such for example as a traffic jam in one direction or another or a certain congestion which must be relieved. But having observed the pilot signal itthen becomes his duty to so regulate the conditions at his crossing as to, at the earliest possible moment, harmonize with the control from the central station which from this time on is manifest upon the pilot lamps ns and ew. From this time on, as long as the central station contmues its operat on,

dicate its functioning precisely, white lamp flashing,

Having relieved any special traflic condition which may have existed by special manipulation of his local switches, the oflicer having reference to thepilot signals then either op-- erateshis local switches in -gang in substars .nal 22 governing north tator 105. This shift these pilot lamps will infirst the then the green lamp, etc."

tial synchronism with the central station signals on the pilot lamps until traiiic is adjusted approximately thereto or else opens all his local station switches including switch 134. He then closes switch 0 which until now has been open, thereby connecting relays 64; I

and 65 to the signal main 66', 67 Then in addition to the pilot'lamps, whenever power is placed upon either signal main, the corresponding signal 22 or 23, as the case may be,

18 operated as a whole, illumined. Thus at the time the pilot lamp ns 2's illumined relay 64: which controls sigand south trafiic is energized. From this time on the local oificer is expected to retain all of his local switches inoff positions and to retain closed switches 133 and G having to do with the central station control.

Reverting now to the central station at which control has been inaugurated, as soon as switch Sw was closed, stepping magnet 69 started stepping arms 72 and 7 timing device towards arms 78 and 79. This stepping continues once each second or several sections as may be desired, the arms being held in ste position by retaining pawl 76 until arm 2 reaches arm 7 9, the arm which indicates the time allotted for north and south traific. I In the meantime, however, contacts 80 and 88 have successively passed over contact 106 carried \by arm 78 by which the time allotted to east and west trailic is controlled. But this passage is of no effect, since contact 106 is at the tim disconnected from the source of power, arm 82 of the signal switch being at the moment associated with the complemental group of contacts 84.- The moment contact 90 of arm 77 reaches contact 108 of arm 79, power is applied thru arm 82 connected byconductor 109 with contact 108 to the commutator relay 101 connected by conductor 100 with contact 90. the connection of signal switch arm 82 from direct connection with the source of power to indirect connection therewith thru commumay be made thru make before break contacts if necessary or other equivalent device to insure the full pulling up of relay 101'. Relay 101 having pulled up locks up by conductor 115 thru the now closed contacts 114 to the source of power. Therefore, for the interval of time represented by the angle distended between arm 77/and the following arm 72, the north and sduth signals displayed at the'various local sfiations, that is the signals 22, will be flashed in a characteristic manner-insteadofbe ng displayedcontinuously. ,This is the-ind cation to traflic that a signal is about to change,

an indication corresponding to the present or a of the each lamp in it being This shifts V of the red lamp entirely emergency. 1

When contact 88 of arm 72 reaches contact 108 after this change interval, power is applied by conductor 89 from contact 108 to stepping magnet 85 of the signal switch 81. Th1s steps arm 82 ofi the group of contacts 84 and onto thegroup 83. This takes power oif of the main 66', de-ener 'zes all of the relays 64, energizes instead t e relay 65, shifting from the north and south signals 22 to the east and west signals 23. This shift takes place the moment arm 82 is shifted. Arm 82 and the spacing of contacts 83, 84 being properly proportioned, there need be no over-lapping of signals and no simultaneous energization of relays 64., 65 associated wit-h the for use in cases of emergency signals. And the locking con tacts of stepping relay 85 being adjusted with sufiicient closeness, operating independently of the stepping operation if need be, the stepping is full, complete and exact for then the energization of relay 85 is not interrupted by the stepping of arm 82 thru which it receives its initial power and which it in turn controls. There are many devices known to the art for adjusting such conditions and I contemplate using any of them whichthe situation may require. So, the trafiic signals are set now for east and West traflic.

Relay 85 looks up overcircuit 113 and thru contacts 114 just as did commutator relay 101. When 88 and 108 contacted, however, in

. addition to closing'the circuit of stepping magnet 85, they closed also the circuit of release magnet 110 by conductor 110 connected with thestepping. pawl 75 and the holding pawl 76. This magnet too'locks up over circuits 114, 115 releasing both awls. Instantly the weight 112 associate with the arms 72,77 draws these arms back toward the stop 7 7 6.' Contacts 88 and 80 in succession ratchet over contact 106 now connected to a source of power, but by reason of theinclinationof without departing in any Way from the the ends of contacts, 80, 88 (see Fig. 17) and the insulation of the undersides thereof, they do not eflfect electrical contact with contact 106 so that no circuit is closed thereby and the east and west signals 23 continue to be displayed. Just before arm 72 reaches. stop 76, pin 122 associated with'contacts 114 engages the. longer of these contacts and moves 1t away from the shorter, openin the lockin circuits of all of the relays. 0 he contrti mechanism; This gives the mechanism a fresh start, which it takes immediately, stepping magnet 69 and holdingpawl 76 again cooperating. Thistime whenarm 77 reaches 'arm 7 8 controlling the east. and west signal, the device having been stepped thru the are representative of the time allotted to east and west traflic, contacts 90 and 106 place power west signals are flashed indicating the chan modifications. tions may be mentioned the use of speclal' south signals over line 66 and traflic is:

changed again to north and south traific.

At the same moment release magnet 110 is again closed, and arms 72 and 77 are drawn back toward normal, without this time having stepped so far as arm 79, the time allotted eastand west trafiic being less than that allotted north and south traffic. So only contact 80 ratchets past contact 106. This paszlilge, however, is doubly'of no effect for not y does contact 80 ratchet pass on its reverse or insulated side, but also arm 106 has by this time been disconnected -from the source of powerthru the stepping of arm 82.

The central station circuits and electric sifinalcontroller of the central station are the su ject of a divisional application, Serial No. 361,526, filed May8, 1929. p

The invention is capable of .many other Among the lesser modificacolor for the change of ftraflic signal, such as red or other, instead of flashing. Instead of operatin the a proach and exit line lights, AE, Avt etc., item the control switches direct, they may be operated thru relays, and

in'this connection in case of a display of the v emergency signal stopping all traffic, there may be used a relay in parallel with the emergency signal, which relayextinguishes all of the approach and exit line lights or at least the outer ones of them whenever the emergency signal'is operated, whereby pedestrians are not led to cross the approaches by the normal appearance of the ines in disregard oi the emergency signal.

As to modifications of the circuits them: selves there are many which may be made There are, furthermore, many equivalents may be used. The apparatus as described has not yet been constructed and it is anticipated that when it is constructed there will be found use for a few at least of'the scores of known uivalents and means for attaining the spec.-

.i ed results in the realm of the electrical arts, particularly those arts pertaining to signalling-and communication, such as the telephone and telegraph arts.

It -'s my belief that I have described the operations with suflicient clarity to enable anyone skilled in the arts to achieve theresults claimed, with or Without the aforementioned equivalents andmeans which he has at his command.

All these and other modifications which .fall wlthin the purview of the generic spirit g are intended to. be covered by the annexed 1n the same manner as were the north "and 7 claims.

What I claim is: L'A crossing traflic control system comprising means for projecting beams of light spaced apart upon the surfaceof the crossing, and means for progressi n .said light beams over the crossing in space relation to define progressing traflic pockets.

-2. A crossing traflic-control system com-. prising a support erected in the vicinity of the center of the crossing, means carried by the support to project upon thepavement of the intersection, a plurality of pockets de-. fined-by beams of light, said pockets forming. substantially segmental parts of a circle whose center is the center of the intersection and means for revolving the pockets about said center;

3. A crossingtraflic control system com-1 prising a support-elevated with respect to the crossing, means carriedby the supportto project upon the pavement of the crossing a plurality of ockets defined by means of; light,

said poc ets forming substantially segmental parts of'a circlehavin its center 1n the *Vicinityof the crossing, an means for revolving the pockets about said center.

4. A crossing traflic control systemcom prising a support elevated with respect tothe crossing, means'carried by the support to project upon the avement of the crossing a plurality of oc ets defined by beams of light, said poc ets forming substantially segmental parts of a circle having its center in the vicinity of the crossing, and means for as V gether w1th means to project a beam transversely of the pocket revolving the pockets about said center, to-

5. A crossing trafiicycontrol system comprising a support elevated with respect to the crossing, means carried by the support to project upon the pavement of the crossin a plurality of pockets defined by beams 0 light, said pockets forming substantially segmental parts of a circle having its center m the vicinity of-the'crossing, and means for revolving the pockets about said center, to-

gether w1th means to pro'ect both inner and outer transverse beams 0 light definin the inside and outside boundaries of the P00 ets. 6. A crossing traflic' control system com-- .over the crossing in spaced relation to define progressing traflic pockets, certain of the beam projecting means differing in character from other such means whereby todifierently characterize the pockets formed by the beams.

8. A crossin traflic control system comprisin means ior projecting beams of light spaced apart upon the surface of the crossing,

and means for progressing said light beams over the crossing in spaced relation to define progressingtraific pockets, together with means to cast beams transversely of the poek- .et'producing beams to direct trafiic transversely thereof.

9. A crossing traffic control system comprising means for projecting beams" of light spaced apart upon the surface of the crossing" and means for progressing said light beams over the crossing in spaced relation to define progressing traific pockets, together with. traific direction signal means indicating the crossing courses openand closed to n spaced apart upon the surface of the crossing, and means for progressin said light beams over the crossing in space relation to define progressing trafiic pockets, together with traific direction signal means indicating the crossing courses open and closedto traflic,

central station means overnin a plurality of said uipments, an provide with means to efiect t e operation of either such system to the exclusion of the other.

In testimony whereof I hereunto aflix my signature. JOHN'P. TARBQX.

prising a support elevated with respeetto the crossing, means carried by the support to project uponthe aveme'nt of-thecrossing' a lurality, of

v c ets defined by beams of 'ght,-s'a1d p revolving the pockets about said center, to-

' gether. with means for projecting intermit ftently circles of light transversely'of the 1 mouths of the pockets. Y

-7. A cro g means or arojecting beams of light apart upon 0 surfaoeof the crossing,

,and means for traflic control system A com I ets forming substantially segmental partsof a circle having its center in the vicinity of the crossing 

